A multi - to - multi emergency ventilation control method, system and vehicle

Abstract

The present disclosure provides a multi-to-multi emergency ventilation control method, system and vehicle, where M auxiliary inverters are configured for N cars in a formation, both N and M are integers greater than 1, and N is greater than M; when the air conditioning system of any car in the whole train needs to enter the emergency ventilation mode, an emergency ventilation mode request signal will be sent to the auxiliary inverter. If at least K of the M auxiliary inverters generate an emergency ventilation permission signal, the air conditioning system of the whole vehicle will be controlled to enter the emergency ventilation mode, and the value of K is determined according to the capacity of the auxiliary load. The present invention is compatible with conventional vehicles and driverless vehicles, and is applicable to an auxiliary power supply system in which the emergency ventilation function is integrated into the auxiliary inverter, and can solve the problem of controlling the emergency ventilation mode of vehicles where the emergency ventilation inverter and the air conditioner do not correspond one by one.

Description

Technical Field

[0001] The present invention belongs to the technical field of ventilation control of rail transit vehicles, and relates to a multi-to-multi emergency ventilation control method, system and vehicle. Background Art

[0002] The statements in this part merely provide background technical information related to the present invention and do not necessarily constitute prior art.

[0003] During the operation of rail transit vehicles, if there is no high voltage due to line or vehicle component failures, etc., the vehicle air conditioner will enter the emergency ventilation mode, and the vehicle battery will supply three-phase alternating current to the air conditioning system through the emergency ventilation inverter.

[0004] Currently, the more common method is to set an emergency ventilation inverter in each carriage. The inverter is hung on the vehicle DC bus. Under emergency conditions, the battery supplies power through the DC bus and then is inverted into three-phase alternating current to supply power to the air conditioner in this carriage. If the air conditioning system detects abnormal three-phase voltage or receives an emergency ventilation command, it will directly drive the emergency ventilation inverter of this vehicle through a hard-wired interface. Therefore, the emergency ventilation inverter and the air conditioner are set one-to-one, and each carriage is independent, without considering the entry and exit control logic problems of the emergency ventilation mode.

[0005] However, with the continuous advancement of the system integration of rail transit vehicles, auxiliary inverters integrating the emergency ventilation function have begun to be applied. As Figure 1 shown, under the emergency ventilation mode, the contactor K20 closes, and the electricity of the battery flows back to the front-stage DC bus of the charger through the contactor K20. At this time, the rectification module works in the reverse inversion mode, changes the DC voltage into alternating current, and establishes a DC voltage for the inverter bus through the transmission of the transformer. At this time, the inverter starts to work and outputs an alternating voltage to supply power to the air conditioner ventilator.

[0006] This integrated design eliminates the need for independent emergency ventilation inverters, saves space under the vehicle, reduces vehicle weight, and saves configuration costs. However, the problem that comes with it is the control logic of the emergency ventilation condition. Depending on the vehicle formation, the auxiliary system can use extended power supply or grid-connected power supply. However, no matter which power supply method is used, the number and position of the auxiliary inverters are not one-to-one corresponding to the air conditioner. Therefore, the air conditioner system cannot directly drive the inverter to power the fan. Instead, the auxiliary inverter working in the tight-through condition powers the air conditioner through the through AC bus. Therefore, the start and stop of the emergency ventilation condition is no longer controlled by a single vehicle, but by the entire vehicle. Especially for vehicles with more formations, such as 8-formation vehicles, which usually use grid-connected power supply and a large number of auxiliary inverters, the control of the emergency ventilation mode needs to ensure that the emergency ventilation request of the air conditioner can be received (the air conditioner controller failure needs to be considered), and whether the inverter has the conditions to enter the tight-through condition at this time (whether the auxiliary inverter is normal, etc.) In addition, the redundancy and reliability of the command transmission process need to be fully considered. Summary of the invention

[0007] In order to solve the above problems, the present invention proposes a many-to-many emergency ventilation control method, system and vehicle. The present invention is compatible with conventional vehicles and unmanned vehicles, and is suitable for auxiliary power supply systems in which the emergency ventilation function is integrated into an auxiliary inverter. It can solve the emergency ventilation mode control problem of vehicles in which the emergency ventilation inverter and the air conditioner do not correspond one-to-one.

[0008] According to some embodiments, the present invention adopts the following technical solutions:

[0009] A many-to-many emergency ventilation control method comprises the following steps:

[0010] M auxiliary inverters are configured for N train sets, where N and M are both integers greater than 1, and N is greater than M;

[0011] When the vehicle needs to enter the emergency ventilation mode, an emergency ventilation mode request signal will be sent to the auxiliary inverter. If at least K of the M auxiliary inverters generate emergency ventilation permission signals, the air-conditioning system of the entire vehicle will be controlled to enter the emergency ventilation mode, where K<M, and the value of K is determined based on the capacity calculation of the auxiliary load.

[0012] Of course, the auxiliary inverter in the present invention integrates the emergency ventilation function.

[0013] As an optional implementation, the conditions for the vehicle to enter the emergency ventilation mode include: when the air conditioning system of any vehicle needs to enter the emergency ventilation mode, or, a control instruction to enter the emergency ventilation mode is received.

[0014] As a further aspect, the situation where any air-conditioning system issues an emergency ventilation request is that an abnormal condition of the three-phase voltage is detected inside any air-conditioning system.

[0015] As an alternative implementation, the conditions for the auxiliary inverter to generate an enabling signal include:

[0016] The auxiliary inverter operates normally;

[0017] The external voltage is within the set range;

[0018] The voltage provided by the power supply system is higher than the minimum voltage value that the auxiliary inverter can invert to meet the emergency ventilation demand;

[0019] In addition, after the output voltage of the auxiliary inverter reaches the output voltage that can meet the emergency ventilation volume, an enabling signal is generated.

[0020] As a further aspect, after the conditions for the auxiliary inverter to generate an enabling signal are satisfied, after a certain time delay, an enabling signal is issued.

[0021] As an alternative implementation, when at least K of the M auxiliary inverters generate an emergency ventilation enabling signal, after a predetermined time delay, if there are still at least K auxiliary inverters with an enabling signal, the air-conditioning system of the whole vehicle is controlled to enter the emergency ventilation mode. The setting of K takes into account that there is just a failure of the auxiliary inverter at this time, and K is the minimum number of working auxiliary inverters that can ensure the power supply demand for the emergency ventilation condition.

[0022] As an alternative implementation, when an auxiliary inverter detects a voltage signal greater than a predetermined value or the emergency ventilation request signal is at a low level, the emergency ventilation mode is exited.

[0023] As an alternative implementation, when the enabling signal is invalid, after a period of time delay, it is determined whether the three-phase voltage is normal. If the three-phase voltage is normal, the emergency ventilation mode is exited.

[0024] A many-to-many emergency ventilation controller is connected to M auxiliary inverters configured for N grouped vehicles. Both N and M are integers greater than 1, and N is greater than M;

[0025] It is configured to: when the vehicle needs to enter the emergency ventilation mode, an emergency ventilation mode request signal will be sent to the auxiliary inverter. If at least K of the M auxiliary inverters generate an emergency ventilation enabling signal, the air-conditioning system of the whole vehicle will be controlled to enter the emergency ventilation mode, where K < M, and the value of K is calculated and determined according to the capacity of the auxiliary load.

[0026] A many-to-many emergency ventilation control system includes:

[0027] An air-conditioning system configured for each carriage;

[0028] M auxiliary inverters are configured for N - car formation vehicles, where both N and M are integers greater than 1, and N is greater than M;

[0029] A controller that communicates with each auxiliary inverter and the air - conditioning system is configured to: when the vehicle needs to enter the emergency ventilation mode, send an emergency ventilation mode request signal to the auxiliary inverter. After at least K of the M auxiliary inverters generate an emergency ventilation permission signal, it will control the vehicle's air - conditioning system to enter the emergency ventilation mode, where K < M, and the value of K is determined according to the capacity of the auxiliary load.

[0030] As an alternative implementation, it further includes a delay module for performing delay operations.

[0031] As an alternative implementation, at least K of the M auxiliary inverters generating permission signals is achieved through relays or contactors or LCU systems or TCMS systems.

[0032] A rail transit vehicle includes the above - mentioned controller or control system or adopts the above - mentioned method.

[0033] Compared with the prior art, the beneficial effects of the present disclosure are as follows:

[0034] The present disclosure can solve the problem of controlling the emergency ventilation mode of vehicles where the emergency ventilation inverters and air - conditioners do not correspond one - to - one, taking into account the availability and reliability of the system.

[0035] The present disclosure's requirement that at least K auxiliary inverters send permission signals takes into account the possibility that the auxiliary inverter just fails at this time, that is, the number of auxiliary inverters that can work normally (K) should at least meet the power demand of the ventilators of all - train air - conditioners under emergency ventilation conditions.

[0036] The present disclosure has high applicability. For vehicles with different formations and numbers of auxiliary inverters, the control methods are the same. Only according to different capacity calculation results, the numbers in the judgment conditions are different, and only adaptive modifications are required.

[0037] To make the above - mentioned objects, features, and advantages of the present disclosure more obvious and understandable, the following specific preferred embodiments are given and, in conjunction with the accompanying drawings, are described in detail as follows. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The schematic diagram of the electrical principle of the auxiliary inverter is used to provide a further understanding of the present disclosure. The schematic embodiments and descriptions of the present disclosure are used to explain the present disclosure and do not constitute an improper limitation of the present disclosure.

[0039] Figure 1 It is a schematic diagram of the electrical principle of the auxiliary inverter;

[0040] Figure 2It is a schematic diagram of the emergency ventilation control process of the present disclosure;

[0041] Figure 3 It is a schematic diagram of the emergency ventilation control exit process of the present disclosure. Specific embodiments

[0042] The present disclosure will be further described below in conjunction with the accompanying drawings and embodiments.

[0043] It should be noted that the following detailed description is illustrative and is intended to provide further explanation of the present disclosure. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the technical field to which the present disclosure belongs.

[0044] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present disclosure. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0045] Embodiment 1

[0046] As described in the background art, the traditional method of directly interfacing the air conditioner with the emergency ventilation inverter and driving the emergency ventilation inverter of the vehicle to supply power to the air conditioner ventilation fan of the vehicle one by one is no longer applicable. This embodiment proposes a new multi-to-multi emergency ventilation mode control method to solve the problem of emergency ventilation mode control for vehicles where the emergency ventilation inverter and the air conditioner do not correspond one by one. The control method proposed in this embodiment will take into account the availability and reliability of the system.

[0047] The following takes an 8(N)-car formation vehicle with a total vehicle configuration of 5(M) auxiliary inverters (each auxiliary inverter can provide an emergency ventilation capacity of 12 kVA) using a grid-connected power supply method as an example for description.

[0048] However, it should be noted that in other embodiments, the methods and systems provided by the present invention are not limited to the above application objects. For vehicles with different formations and numbers of auxiliary inverters, the control methods are the same, but only the number in the judgment condition is different according to the different capacity calculation results, and only adaptive modifications are required.

[0049] Based on the above configuration, after calculation, 3 (i.e., K, which is 3 in this embodiment, only for example) auxiliary inverters work normally, and the power consumption requirements of the ventilation fans of all air conditioners in the whole train under emergency ventilation conditions can be met.

[0050] Of course, in other embodiments, the above specific values can be changed or adjusted according to specific situations and requirements.

[0051] The control of the emergency ventilation mode includes the control process for entering the emergency ventilation condition, as Figure 2 shown, specifically including:

[0052] ① Entry conditions

[0053] A. The air-conditioning system applies to enter the emergency ventilation mode. If any one of the eight vehicles' air conditioners issues an emergency ventilation request, it will apply to the auxiliary system to enter the emergency ventilation mode; the conditions for the air-conditioning system to apply to enter the emergency ventilation mode are that the three-phase voltage detection is abnormal or the network gives an "enter the emergency ventilation condition" instruction.

[0054] B. After the output voltage of the auxiliary inverter reaches the output voltage that can meet the emergency ventilation volume, it issues a "tight ventilation mode allowed" signal. If 3 out of 5 auxiliary inverters issue a "tight ventilation mode allowed" signal, it can be determined that the allowed signal is valid;

[0055] C. After receiving the "tight ventilation mode allowed" signal, the air-conditioning system turns on the emergency ventilation.

[0056] ② Logic description

[0057] A. Auxiliary system

[0058] When the auxiliary system is in the normal operation mode, it will not respond to the "tight ventilation mode request" command. When there is high voltage and no fault, the auxiliary system will enter the normal mode.

[0059] When receiving the "emergency ventilation mode request" signal (hard wire or network) as a high level, it is considered that the "tight ventilation mode request" is received, but when the hard wire and network signals are inconsistent, a fault will be reported.

[0060] Entry condition judgment:

[0061] a. The auxiliary inverter itself has no fault;

[0062] b. There is no external high voltage;

[0063] c. The battery voltage is higher than 87V (only in this embodiment, in other embodiments, it can be adjusted according to specific situations, generally requiring the auxiliary inverter to be able to invert the minimum voltage value that meets the tight ventilation requirements);

[0064] When all the above conditions are met, the auxiliary inverter enters the tight ventilation mode.

[0065] After the auxiliary inverter enters the tight ventilation mode, the output voltage is 3AC330V (±3%) (only in this embodiment, in other embodiments, it can be adjusted according to specific situations), and after the output voltage, it delays for 5s (only in this embodiment, in other embodiments, it can be adjusted according to specific situations) to issue a "tight ventilation mode allowed" signal.

[0066] B. Air Conditioning System

[0067] The air conditioning system confirms three conditions for entering the emergency ventilation mode: emergency ventilation mode request (level); emergency ventilation mode permission (level); abnormal three-phase voltage detection. The specific implementation logic is shown in the following table:

[0068]

[0069] In this embodiment, the detection range set by the three-phase power detector is 380V ± 10%. During the period when the auxiliary reverse output voltage is 330V in the emergency ventilation state, the three-phase power detection will always report power abnormality.

[0070] ③ Description of the Air Conditioning Implementation Scheme

[0071] A. When the air conditioning unit is not in the standby state, the controller receives the "input power abnormality" signal fed back by the three-phase power detector. At this time, the corresponding air conditioning unit stops running. The controller sends an "enter emergency ventilation request (hard wire)" to the auxiliary inverter, and at the same time, the air conditioning system also sends an "enter emergency ventilation request (network)" to the auxiliary inverter through the network system. After a delay of 15s (only in this embodiment, it can be adjusted according to specific conditions in other embodiments), if the controller detects the "emergency ventilation mode permission signal (hard wire)" fed back by the auxiliary inverter, or receives the "emergency ventilation mode permission" instruction sent by the network, it enters the emergency ventilation mode. If neither the "emergency ventilation mode permission signal (hard wire)" nor the "emergency ventilation mode permission" instruction sent by the network is received after 15s (only in this embodiment, it can be adjusted according to specific conditions in other embodiments), it operates according to the normal working conditions, and the controller locally reports "abnormality of the three-phase power detection relay".

[0072] B. The controller receives the "enter emergency ventilation working condition" instruction sent by the network. At this time, the corresponding air conditioning unit stops running first, and then the controller sends an "enter emergency ventilation request" signal through the hard wire and the network. The subsequent logic is the same as that in A.

[0073] C. If the controller receives the "emergency ventilation start permission signal (hard wire / network)" when the air conditioning unit is not in the standby state, the corresponding air conditioning unit stops running. After a delay of 15 seconds (only in this embodiment, it can be adjusted according to specific conditions in other embodiments), the "emergency ventilation start permission signal (hard wire / network)" is detected again. If the signal still exists, it enters the emergency ventilation mode; otherwise, it operates according to the normal working conditions.

[0074] ④ Vehicle Implementation Scheme

[0075] The "Emergency Ventilation Mode Request" signal is output by the air-conditioning controller. After performing an "OR" logic operation (i.e., when any one of the air conditioners in the 8-car formation outputs a "request" signal) through hardwiring and protocols, the request signal is sent to the auxiliary inverters of 5 cars respectively. After receiving the "Emergency Ventilation Mode Request" signal, the auxiliary inverter determines whether the conditions are met and simultaneously outputs an "Emergency Ventilation Mode Permission" signal through hardwiring and protocols. When there are "Emergency Ventilation Mode Permission" signals sent by any no less than 3 auxiliary inverters, the "Emergency Ventilation Mode Permission" signal (in this embodiment, it can be sent through hardwiring or protocols) is sent to the air conditioners of each car. After receiving the "Emergency Ventilation Mode Permission" signal (hardwiring or protocol), the air-conditioning system enters the emergency ventilation mode.

[0076] As Figure 3 shown, in some embodiments, there is also a process for exiting the emergency ventilation.

[0077] For the auxiliary inverter

[0078] A. When the auxiliary inverter is in the emergency ventilation mode and receives an "Emergency Ventilation Mode Exit" instruction (low level of the "Emergency Ventilation Mode Request" signal), the auxiliary inverter exits the emergency ventilation mode and the system stands by.

[0079] B. When the auxiliary inverter is in the emergency ventilation mode and detects a high-voltage signal, the auxiliary inverter automatically exits the emergency ventilation mode and enters the normal mode of operation after a 5-second delay (only in this embodiment, it can be adjusted according to specific circumstances in other embodiments).

[0080] For the air-conditioning system

[0081] In the emergency ventilation mode of the air-conditioning system, when the controller fails to detect the "Emergency Ventilation Start Permission Signal", after a 15-second delay (only in this embodiment, it can be adjusted according to specific circumstances in other embodiments), it checks whether the three-phase detection relay is normal:

[0082] A. If it is normal, the air-conditioning system enters the normal operating condition.

[0083] B. If it is abnormal, after continuously detecting for 15 seconds in the standby state (only in this embodiment, it can be adjusted according to specific circumstances in other embodiments), it enters the emergency ventilation mode and reports a fault "The feedback of the emergency ventilation mode request and permission signals is inconsistent".

[0084] In specific implementation, if the vehicle does not have an LCU system, it can be achieved by setting relays or contactors and adding train lines. Through the series and parallel connection of electronic control devices, the "1 out of 8" and "3 out of 5" logics are respectively implemented;

[0085] If the vehicle is equipped with an LCU system, it can be achieved through the LCU. That is, the LCU collects the output signals of the vehicle's air-conditioning controller and auxiliary inverter (if any) respectively. After logical operations by the LCU, the commands after discrimination are output to the air-conditioning controller through the vehicle's hard wire. This can greatly reduce the use of relays and train lines and simplify the circuit design.

[0086] The above two are the implementation methods of hard wire. The implementation method of the network is to implement the aforementioned logical control by the vehicle's TCMS system.

[0087] Embodiment 2

[0088] A multi-to-multi emergency ventilation control system, including:

[0089] An air-conditioning system configured for each carriage;

[0090] M auxiliary inverters configured for N-carriage vehicles, where both N and M are integers greater than 1, and N is greater than M;

[0091] And a controller communicating with each auxiliary inverter and air-conditioning system, configured to: when emergency ventilation is required, if at least K of the M auxiliary inverters generate permission signals, control all air-conditioning systems to enter the emergency ventilation mode.

[0092] Embodiment 3

[0093] A rail transit vehicle applying the technical solution provided in Embodiment 1 or Embodiment 2.

[0094] Although the specific implementation manners of the present disclosure are described above in conjunction with the drawings, it is not a limitation to the protection scope of the present disclosure. Those skilled in the art should understand that based on the technical solution of the present disclosure, various modifications or deformations that can be made by those skilled in the art without creative efforts are still within the protection scope of the present disclosure.

Claims

1. A many-to-many emergency ventilation control method, characterized in that, including the following steps: configuring M auxiliary inverters for N grouped vehicles, where both N and M are integers greater than 1, and N is greater than M; when the vehicle needs to enter the emergency ventilation mode, an emergency ventilation mode request signal will be sent to the auxiliary inverter. If at least K of the M auxiliary inverters generate an emergency ventilation permission signal, the air conditioning system of the whole vehicle will be controlled to enter the emergency ventilation mode, where K < M, and the value of K is determined according to the capacity of the auxiliary load; the conditions for the auxiliary inverter to generate a permission signal include: the auxiliary inverter is working normally; the vehicle has no external high-voltage power supply; the voltage provided by the power supply system is higher than the minimum voltage value that the auxiliary inverter can invert to meet the emergency ventilation demand; and, after the output voltage of the auxiliary inverter reaches the output voltage that can meet the emergency ventilation volume, a permission signal is generated.

2. The multi-to-multi emergency ventilation control method according to claim 1, wherein the conditions for the vehicle to need to enter the emergency ventilation mode include: when the air conditioning system of any one car needs to enter the emergency ventilation mode, or, a control instruction to enter the emergency ventilation mode is received.

3. The multi-to-multi emergency ventilation control method according to claim 2, characterized in that, the situation where any air conditioning system issues an emergency ventilation request is that abnormal conditions of three-phase voltage are detected inside any air conditioning system.

4. The multi-to-multi emergency ventilation control method according to claim 1, wherein, after the conditions for the auxiliary inverter to generate a permission signal are met, after a certain time delay, a permission signal is sent.

5. A many-to-many emergency ventilation control method according to any one of claims 1-3, characterized in that, when at least K of the M auxiliary inverters generate an emergency ventilation permission signal, after a predetermined time delay, if there are still at least K auxiliary inverters with permission signals, the air conditioning system of the whole vehicle is controlled to enter the emergency ventilation mode. The setting of K takes into account that there is just an auxiliary inverter failure at this time, and K units are the minimum number of working auxiliary inverters that can ensure the power supply demand in the emergency ventilation condition.

6. A many-to-many emergency ventilation control method according to any one of claims 1-3, characterized in that, when an auxiliary inverter detects a high-voltage signal or the emergency ventilation request signal is at a low level, the emergency ventilation mode is exited.

7. A many-to-many emergency ventilation control method according to any one of claims 1-3, characterized in that when the air conditioning system detects that the permission signal is invalid, after a period of time delay, it is determined whether the three-phase voltage is normal. If the three-phase voltage is normal, the emergency ventilation mode is exited.

8. A controller for multi - to - multi emergency ventilation, characterized in that, connecting M auxiliary inverters configured for N grouped vehicles, where both N and M are integers greater than 1, and N is greater than M; configured to: when the vehicle needs to enter the emergency ventilation mode, an emergency ventilation mode request signal will be sent to the auxiliary inverter. If at least K of the M auxiliary inverters generate an emergency ventilation permission signal, the air conditioning system of the whole vehicle will be controlled to enter the emergency ventilation mode, where K < M, and the value of K is determined according to the capacity of the auxiliary load; the conditions for the auxiliary inverter to generate a permission signal include: the auxiliary inverter is working normally; the vehicle has no external high-voltage power supply; the voltage provided by the power supply system is higher than the minimum voltage value that the auxiliary inverter can invert to meet the emergency ventilation demand; and, after the output voltage of the auxiliary inverter reaches the output voltage that can meet the emergency ventilation volume, a permission signal is generated.

9. A many-to-many emergency ventilation control system, characterized in that, including: an air conditioning system configured for each carriage; M auxiliary inverters configured for N grouped vehicles, where both N and M are integers greater than 1, and N is greater than M; A controller that communicates with each auxiliary inverter and the air-conditioning system is configured to: when the vehicle needs to enter the emergency ventilation mode, send an emergency ventilation mode request signal to the auxiliary inverter. If at least K out of M auxiliary inverters generate an emergency ventilation permission signal, it will control the vehicle's air-conditioning system to enter the emergency ventilation mode, where K < M, and the value of K is determined according to the capacity of the auxiliary load; The conditions for the auxiliary inverter to generate a permission signal include: The auxiliary inverter is operating normally; There is no external high-voltage power supply for the vehicle; The voltage provided by the power supply system is higher than the minimum voltage value that the auxiliary inverter can invert to meet the emergency ventilation demand; In addition, after the output voltage of the auxiliary inverter reaches the output voltage that can meet the emergency ventilation volume, a permission signal is generated.

10. A many-to-many emergency ventilation control system according to claim 9, characterized in that, It also includes a delay module for performing delay operations.

11. A many-to-many emergency ventilation control system according to claim 9, characterized in that, At least K out of M auxiliary inverters generating a permission signal is achieved through a relay or a contactor or an LCU system or a TCMS system.

12. A rail transit vehicle, characterized in that, It includes the controller described in claim 8 or the control system described in any one of claims 9-11 or adopts the method described in any one of claims 1-7.

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